Lateral-motion appliance for locomotive driving boxes



April 14, 192 1,533,303

J. G. BLUNT LATERAL MOTION APPLIANCE FOR LOCOMOTIVE DRIVING BOXES Filed Sept. 25, 1924 2 Sheets-Sheet 1 FIG. I

lzm'zssss I I April 14,-1925.

J. G. BLUNT LATERAL MOTION APPLIANCE FOR LOCOMOTIVE DRIVING BOXES Filed Sept. 25, 1924 2 ShoOtS-ShMt 2 S E S S E W Patented A r; 1a, 1925.

unrrsa snares 1,533,303 i ATENT OFFICE.

JAMES G. BLUNT, O33 SGHENECTADY, NEYV YORK.

LATERAL-MOTION APPLIANCE FOR LOCOMQTIVE DRIVING BOXES.

Application filed. September 25, 1924. Serial No. 739,794.

To aZZ whom it may concern:

Be it known that I, JAMES G. BLUNT, a citizen of the United States, and a resident of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Lateral-Motion. Appliances for L0- comotive Driving Boxes, of which improvement the following is a specification.

My invention relates to means for affording and controlling lateral motion in the driving boxes of locomotive. engines, and

its object is to effect a simplification of structure, and reduction of weight, as well as to permit the location of the driving springs on the inslde of the frame of the locomotive.

V The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure l is a vertical transverse section, through a driving axle of a locomotive engine, illusaxle; Fig. 3, an isometrica-l viewof one half of the dr ving box; and, Figs. 4: and 5 .s1m1- la-r views of a spring seat. as seen from its top and its bottom, respectively.

In the practice of my invention, referring 'descriptively to the specific embodiment thereof jwhich is herein exemplified, the driving box, 4, is, in and of itself, substantially similar to those in existing practice, and is similarly adapted to the regular con ditions thereof. On account of machine limit-ations,it is usually made, as shown, in

two half sections, bolted together in the imidd'le longitudinal plane of the locomotive,

. and extends continuously, between the hubs of the driving wheels 6, at its ends. This driving box is mounted, in the usual manner, in pedestals, 3, of the side frame members, which comprise the top rails, 1, and bottom rails, 2, of frames of the bar type. Crown bearing, 4, in which the journals, 8, of the driving axle rotate, are fitted in the end portions of the driving box.

The portion of the weight of the locomotive which is supported on the driving axle,

is transmitted from the frame to the driving box, through springs, 5, which are located on the inner sides of the frame members, instead of on the tops thereof, as in ordinary practice. The outer ends of the springs are connected to the upper ends of single spring hangers, 9, of the sword type, the lower ends of which may be coupled, either to equilizers, 9", as shown, or coupled directly to the frame. a

The transmission of weight from the springs is effected through the following construction and relative disposition of intermediate members. Each of the. spring bands, 5, rests in a spring seat, 7, having on the inner and outer ends of its bottom, transversely extending semi-cylindrical journals, 7 which abut on the top of the driving box, and fit against correspondingly curved shoulders on an upward bearing projection, 4, on the top of the driving box. Lever arms, 7 are formed on the sides of the spring seats, said arms extending downwardly and outwardly, and bearing, at their ends on the pedestals of the frame members, as most clearly indicated at the right hand side of Fig. 2. The extent of lateral traverse of the driving box, in each direction from normal middle position, is determined by the spaces, provided between the inner faces of the outside flanges of the driving box, and the. outside of the pedestal wedges, shown in Fig. 2.

It will be seen that, in the construction above described, it becomes unnecessary to provide flanges on the driving box. for hear ing on the frame members. their elimination effecting a structural simplification and a saving in weight. It will also be noted that the inside flanges of the pedestal shoes and wedges need not be as deep as the outer ones, resulting in additional saving in weight. and permitting a short overall length of the spring seat. A further simplification is effected in this construction, in its adaptability to the application of single sprin hangers, of the sword type. instead of double hangers with forged end links and pin connections.

In the operation of a lateral motion appliance, in accordance with my invention, when in normal middle position on tangent track. the springs transmit their load to the driving box and axle, through both the journals of their seats, the outer and the inner one of each seat bearing on the drivin box. lVhen the driving wheels are displaccc laterally, as when traversing a curve of the track, the driving bozi is forced to move lat enally with the wheels, so that the spring seat opposite the origin of the Wheel displacement, Will tip or tilt on the axis of its vinner journal, and thereby exert an upward action against the resistance of the load oarried by the adjacent spring. The lever arms of the spring seat being in contact with the inner side of the adjacent frame member, tends to rotate on its outer journal, lifting the inner journal from its seat, but the upward pressure thus induced, is resisted by the spring, and therefore followsthiat the relative proportion of the distance from the axis of the outer journal to the centre of the spring, and the distance from the axis of the outer journal, tothe I int of contact of the lever arms 7, of the spring seat, with the frame member, is the proportion of the load on the spring which "is caused to act as resistance to lateral displacement, 01,111 other words, the amount of the load on this spring, which acts to re-- turn the structure to normal position, after it has been displaced, therefrom.

I claim as my invention and desire to se- 'cure by Letters Patent:

1. In c-a' loco-motive engine, the combination of side frame members; a driving box, fitted therein With the ca acit of relative a transverse movement, springs, located on the mner sides of the frame members, and

7 bearing thereon; spring'seats, journa lled 011 the driving boX and supporting said springs; and lever arms, fixed to the spring seats and bearing on the frame members.

2. In a locomotive engine, the combination of a side frame member; a driving box fitted therein; with the capacity of relative transverse movement; a spring located on the inner side of the frame member, and bearing thereon; a spring seat, oiii'nalled,

lit-ted therein, with the capacity of relative transverse movement; a bearing projection on the top of the driving box, having transversely extending curved hearings on its ends; lib spring, located one-the inner side of the frame member and bearing thereon; H

a spring seat, supporting said spring and having end journals fitting on the bearings of the driving box; and leveriarms,depend ing laterally from the spring seatand hearing on the frame member.

4. In a locomotive engine, a spring sea-t,

' adapted to supporta spring, on its top, and

having transverse journals on the lower ends of its bottom, and lever arms, depending from its sides.

CHAS.V.BE1L, J. HOW D VVaG R. 

